JP2013199241A - Device and method of vehicle control and computer program - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle control device, a vehicle control method and a computer program to enable execution of deceleration control by contents corresponding to the passage direction at a branch point, when the vehicle passes the branch point.SOLUTION: When there is a branch point in a predetermined distance or less forward of a traveling direction of a vehicle, and it is forecasted that the vehicle passes turning to the right or turning to the left at the branch point, the deceleration target point is set, and deceleration control to the vehicle is done to become a target speed by the time the vehicle reaches the deceleration target point. Then, when setting the deceleration target point, and when the vehicle is forecasted to turn to the left at the branch point, the deceleration target point is set to near side to the vehicle traveling direction more than the case when the vehicle is forecasted to turn right at the branch point.

Description

  The present invention relates to a vehicle control device, a vehicle control method, and a computer program that control a vehicle passing through a branch point.

  Conventionally, road information obtained from map data, and various information related to vehicle travel, such as the current position specified by GPS, vehicle speed sensors, etc., are acquired to inform the driver, assist driving, and further drive A vehicle control apparatus that performs this intervention has been proposed. As one of such vehicle control devices, there has been proposed a device that decelerates the vehicle to a target speed that is safe to turn right or left, especially when the vehicle turns right or left and passes through a branch point.

  For example, Japanese Patent Application Laid-Open No. 2011-121555 discloses a case where the distance or required time from a vehicle to a branch point ahead in the traveling direction is within a predetermined value, and the vehicle speed is reduced to a predetermined speed by a stop line. There has been proposed a technique for starting deceleration control when the deceleration required for this is equal to or greater than a predetermined deceleration. In addition, when deceleration control is started, technology for performing deceleration control until the vehicle passes the intersection, reaches the target speed, or detects that the steering angle has started to return to the normal position. Has been proposed.

Japanese Patent Laying-Open No. 2011-121555 (page 8-9, FIG. 2)

  Here, in the technique described in Patent Document 1, the control content of the deceleration control is not changed depending on the vehicle passing direction (for example, going straight, turning right or turning left). Note that Patent Document 1 describes that the deceleration control is terminated when it is detected that the steering angle starts to return to the normal position, but this is a deceleration that becomes unnecessary when the vehicle turns. This is a technique for releasing the control, and does not change the control content of the deceleration control itself (for example, the magnitude of the braking force, the target deceleration value, or the execution timing of the deceleration control) according to the passing direction of the vehicle.

  However, the required control content of the deceleration control differs greatly between when the vehicle turns left and when it turns right at the branch point. For example, as shown in FIG. 10, when the vehicle 101 passes through a branch point 102 that is ahead in the traveling direction by a right turn or a left turn, the vehicle 101 turns when turning to the left from the turning start point X that starts turning when making a right turn. The turning start point Y to start is on the near side. That is, when the vehicle 101 turns left at the branch point 102, it is necessary to start turning earlier than when turning right. Therefore, when the vehicle 101 turns left at the branch point 102, it is necessary to perform deceleration control so that the vehicle 101 decelerates to the target speed at a timing earlier than when turning right. Here, in Patent Document 1, since uniform deceleration control is performed regardless of whether the vehicle turns right or left, for example, when the vehicle turns left at a branch point, the vehicle is not sufficiently decelerated or the vehicle branches. When turning right at a point, there was a case where it was decelerated more than necessary.

  The present invention has been made to solve the above-described conventional problems, and when the vehicle passes through the branch point, it is possible to perform the deceleration control with the content corresponding to the passing direction at the branch point of the vehicle. Accordingly, an object of the present invention is to provide a vehicle control device, a vehicle control method, and a computer program that can perform appropriate driving support of a driver at a branch point.

In order to achieve the object, the vehicle control device (1) according to claim 1 of the present application sets a deceleration target point for a branch point (52, 55, 61) located in front of the traveling direction of the vehicle (51). Target point setting means (13), passage direction prediction means (13) for predicting the passage direction of the vehicle when the vehicle passes the branch point, and the passage direction prediction means cause the vehicle to be at the branch point. Vehicle control means (13) that performs deceleration control of the vehicle so that the vehicle speed becomes a predetermined threshold value or less before the vehicle reaches the deceleration target point when it is predicted to turn right or left. The deceleration target point setting means may cause the vehicle to turn right at the branch point when the passing direction prediction means predicts that the vehicle will turn left at the branch point. Predicted And sets the near side of the deceleration target point to the traveling direction of the vehicle than that.
The “vehicle” includes a two-wheeled vehicle in addition to the automobile.
Further, the “forward in the traveling direction” may be a range in front of the traveling direction of the vehicle along the road along which the vehicle moves, or a range within a predetermined angle with respect to the traveling direction of the vehicle regardless of the route. Also good. Furthermore, when a guide route is set, it may be a range ahead of the traveling direction of the vehicle along the guide route.
Further, “right turn” and “left turn” in the claims appropriately change according to the traffic rules of each country. In other words, the above claims assume left-handed countries such as Japan and the United Kingdom, and “right-turn” and “left-turn” are interchanged in right-handed countries such as the United States and Germany.

  Further, the vehicle control device (1) according to claim 2 is the vehicle control device according to claim 1, wherein the deceleration target point setting means (13) is controlled by the passing direction prediction means (13). When (51) is predicted to turn right at the branch point (52, 55, 61), the deceleration target point is set to a point near the center of the branch point, and the vehicle is detected by the passing direction prediction unit. When it is predicted that the vehicle will turn left at the branch point, the deceleration target point is set at a predetermined distance before the center vicinity point with respect to the traveling direction of the vehicle.

  Further, the vehicle control device (1) according to claim 3 is the vehicle control device according to claim 2, wherein the center vicinity point is a link connection point in the branch point or an intermediate point of the link in the branch point. It is characterized by being.

  A vehicle control device (1) according to claim 4 is the vehicle control device according to claim 2 or 3, wherein the vehicle (51) turns left at the branch point (52, 55, 61). The left turn exit road prediction means (13) for identifying the left turn exit road (53), which is the exit road from the branch point when the vehicle passes through, and the progress of the vehicle in the lane provided on the left turn exit road Road information acquisition means for acquiring the number of lanes of the corresponding lane corresponding to the direction and the lane width per lane, and the predetermined distance is obtained by multiplying the number of lanes of the corresponding lane by the lane width per lane. It is a value.

  A vehicle control method according to claim 5 includes a deceleration target point setting step for setting a deceleration target point with respect to a branch point (52, 55, 61) ahead of the traveling direction of the vehicle (51); When the vehicle is predicted to turn right or left at the branch point by the passing direction predicting step of predicting the passing direction of the vehicle when passing the branch point, and the passing direction predicting step, the vehicle A vehicle control step for performing deceleration control of the vehicle so that the vehicle speed of the vehicle is equal to or lower than a predetermined threshold before reaching the deceleration target point, and the deceleration target point setting step includes: When the prediction step predicts that the vehicle will make a left turn at the branch point, the deceleration target location is more than when the vehicle is predicted to make a right turn at the branch point. The and sets the front side with respect to the traveling direction of the vehicle.

  Furthermore, the computer program according to claim 6 is provided with a deceleration target point setting function for setting a deceleration target point with respect to a branch point (52, 55, 61) ahead of the traveling direction of the vehicle (51). When the vehicle is predicted to turn right or left at the branch point by the passing direction prediction function for predicting the passing direction of the vehicle when the vehicle passes the branch point, and the passing direction prediction function, A computer program for executing a vehicle control function for performing deceleration control of the vehicle so that a vehicle speed of the vehicle is equal to or less than a predetermined threshold before the vehicle reaches the deceleration target point, If the vehicle is predicted to turn left at the branch point by the passing direction prediction function, the setting function turns the vehicle right at the branch point. And sets the near side with respect to the traveling direction of the vehicle the deceleration target point than when but expected.

  According to the vehicle control device of the first aspect having the above-described configuration, when there is a branch point ahead in the traveling direction of the vehicle and the vehicle deceleration control is performed with respect to the branch point, the vehicle turns left at the branch point. When the vehicle passes the branch point, the deceleration target point is set closer to the vehicle traveling direction than when the vehicle is predicted to turn right at the branch point. Thus, it is possible to perform the deceleration control with the contents corresponding to the passing direction at the branch point of the vehicle. As a result, it is possible to perform appropriate driving support for the driver at the branch point.

  According to the vehicle control device of the second aspect, when the vehicle is predicted to turn right at the branch point, the deceleration target point is set to a point near the center of the branch point, and the vehicle is at the branch point. When it is predicted that the vehicle will turn left, the deceleration target point is set a predetermined distance before the center vicinity point with respect to the traveling direction of the vehicle. Therefore, when the vehicle turns right at the intersection, the vehicle starts turning. It is possible to appropriately set a deceleration target point in the vicinity of the branch point center. On the other hand, when the vehicle turns left at the intersection, it is possible to appropriately set the deceleration target point near the branch point entrance where the turn starts.

  In addition, according to the vehicle control device of the third aspect, since the point near the center is a link connection point in the branch point or an intermediate point of the link in the branch point, the shape of the intersection has a complicated shape. Even so, it is possible to appropriately set the deceleration target point for the vicinity of the center of the branch point.

  Further, according to the vehicle control device of the fourth aspect, when the vehicle is predicted to turn left at the branch point, the deceleration target point is set to the number of lanes corresponding to the left turn exit road from the center vicinity point. Since a distance multiplied by the lane width per lane is set on the near side, when the vehicle turns left at the intersection, it is possible to appropriately set a deceleration target point near the branch point entrance where the turn starts. It becomes possible.

  According to the vehicle control method of the fifth aspect of the present invention, when there is a branch point ahead of the traveling direction of the vehicle and the vehicle deceleration control is performed with respect to the branch point, the vehicle is predicted to turn left at the branch point. In this case, the deceleration target point is set on the near side with respect to the traveling direction of the vehicle as compared with the case where the vehicle is predicted to turn right at the branch point. The deceleration control can be performed with the content corresponding to the passing direction at the branch point. As a result, it is possible to perform appropriate driving support for the driver at the branch point.

  Further, according to the computer program of the sixth aspect, when there is a branch point ahead in the traveling direction of the vehicle, and the vehicle deceleration control is performed with respect to the branch point, the vehicle is predicted to turn left at the branch point. When the vehicle passes the branch point, the deceleration target point is set closer to the vehicle traveling direction than when the vehicle is predicted to turn right at the branch point. It becomes possible to perform deceleration control with the contents corresponding to the passing direction at the branch point. As a result, it is possible to perform appropriate driving support for the driver at the branch point.

It is the block diagram which showed the navigation apparatus which concerns on 1st Embodiment. It is a flowchart of the vehicle control processing program which concerns on 1st Embodiment. It is a flowchart of the sub process program of the deceleration target point setting process which concerns on 1st Embodiment. It is the figure which showed the control level determination table which concerns on 1st Embodiment. It is the figure which showed the deceleration target point set when a vehicle turns right or left at a simple branch point. It is the figure which showed the deceleration target point set when a vehicle turns right or left at a complicated branch point. It is a flowchart of the sub process program of the deceleration target point setting process which concerns on 2nd Embodiment. It is the figure which showed the control level determination table which concerns on 2nd Embodiment. It is the figure which showed the deceleration target point set when a vehicle turns right or left at a special branch point. It is a figure explaining the problem in the deceleration control of the conventional vehicle.

  Hereinafter, a vehicle control device according to the present invention will be described in detail with reference to the drawings based on a first embodiment and a second embodiment in which the vehicle control device is embodied in a navigation device.

[First Embodiment]
First, a schematic configuration of the navigation device 1 according to the first embodiment will be described with reference to FIG. FIG. 1 is a block diagram showing a navigation device 1 according to the first embodiment.

  As shown in FIG. 1, the navigation device 1 according to the first embodiment includes a current position detection unit 11 that detects a current position of a vehicle on which the navigation device 1 is mounted, and a data recording unit 12 that records various data. The navigation ECU 13 that performs various arithmetic processes based on the input information, the operation unit 14 that receives operations from the user, and the liquid crystal display 15 that displays a map around the vehicle and facility information related to the facility to the user. And a speaker 16 that outputs voice guidance regarding route guidance, a DVD drive 17 that reads a DVD as a storage medium, and an information center such as a probe center or a VICS (registered trademark: Vehicle Information and Communication System) center. And a communication module 18 for performing the above. The navigation device 1 is connected to a vehicle control ECU 19 that performs various controls on the vehicle on which the navigation device 1 is mounted via an in-vehicle network such as CAN.

Below, each component which comprises the navigation apparatus 1 is demonstrated in order.
The current position detection unit 11 includes a GPS 21, a vehicle speed sensor 22, a steering sensor 23, a gyro sensor 24, and the like, and can detect the current vehicle position, direction, vehicle traveling speed, current time, and the like. . Here, in particular, the vehicle speed sensor 22 is a sensor for detecting a moving distance and a vehicle speed of the vehicle, generates a pulse according to the rotation of the driving wheel of the vehicle, and outputs a pulse signal to the navigation ECU 13. And navigation ECU13 calculates the rotational speed and moving distance of a driving wheel by counting the generated pulse. Note that the navigation device 1 does not have to include all the four types of sensors, and the navigation device 1 may include only one or more types of sensors.

  The data recording unit 12 is also a hard disk (not shown) as an external storage device and a recording medium, and a driver for reading the map information DB 31 and a predetermined program recorded on the hard disk and writing predetermined data on the hard disk And a recording head (not shown). The data recording unit 12 may be configured by a memory card, an optical disk such as a CD or a DVD, instead of the hard disk.

  Here, the map information DB 31 is, for example, link data 32 regarding roads (links), node data 33 regarding node points, branch point data 34 regarding each branch point, point data regarding points such as facilities, and a map for displaying a map. The storage means stores display data, search data for searching for a route, search data for searching for a point, and the like.

  Here, as the link data 32, for example, a link ID for identifying the link, end node information for specifying a node located at the end of the link, road type of the road constituting the link, number of lanes, lane The width and the like are stored. The node data 33 stores a node ID for identifying the node, position coordinates of the node, connection destination node information for specifying a connection destination node to which the node is connected through a link, and the like. Further, as the branch point data 34, relevant node information for specifying a node forming the branch point (intersection), connection link information for specifying a link (hereinafter referred to as a connection link) connected to the branch point, a branch point The branch point shape information etc. for specifying the shape (for example, the number of links connected to the branch point, the connection angle, etc.) are stored.

  On the other hand, the navigation ECU (Electronic Control Unit) 13 is an electronic control unit that controls the entire navigation device 1. The CPU 41 as an arithmetic device and a control device, and a working memory when the CPU 41 performs various arithmetic processes. In addition to the RAM 42 for storing route data when a route is searched, a control program, a vehicle control processing program (see FIG. 2) described later, and a deceleration target point determination table (FIG. 4). And an internal storage device such as a flash memory 44 for storing a program read from the ROM 43. The navigation ECU 13 constitutes various means as processing algorithms. For example, the deceleration target point setting means sets a deceleration target point for a branch point ahead of the vehicle in the traveling direction. The passing direction predicting means predicts the passing direction of the vehicle when the vehicle passes through the branch point. When the vehicle is predicted to turn right or left at a branch point, the vehicle control means performs vehicle deceleration control so that the vehicle speed becomes a predetermined threshold value or less before the vehicle reaches the deceleration target point. Do. The left turn exit road prediction means specifies a left turn exit road that is an exit road from the branch point when the vehicle turns left at the branch point and passes through. The road information acquisition means acquires the number of lanes of the corresponding lane corresponding to the traveling direction of the vehicle and the lane width per lane among the lanes provided on the left turn exit road.

  The operation unit 14 is operated when inputting a departure point as a travel start point and a destination as a travel end point, and includes a plurality of operation switches (not shown) such as various keys and buttons. Then, the navigation ECU 13 performs control to execute various corresponding operations based on switch signals output by pressing the switches. The operation unit 14 can also be configured by a touch panel provided on the front surface of the liquid crystal display 15. Moreover, it can also be comprised with a microphone and a speech recognition apparatus.

  The liquid crystal display 15 also includes a map image including a road, traffic information, operation guidance, operation menu, key guidance, a planned travel route from the departure point to the destination, guidance information along the planned travel route, news, weather Forecast, time, mail, TV program, etc. are displayed. In addition, when deceleration control is performed on a vehicle branch point as will be described later, guidance for warning that effect is displayed.

  The speaker 16 outputs voice guidance for guiding traveling along the guidance route based on an instruction from the navigation ECU 13 and traffic information guidance. In addition, when deceleration control is performed on a vehicle branch point as will be described later, guidance for warning that effect is displayed.

  The DVD drive 17 is a drive that can read data recorded on a recording medium such as a DVD or a CD. Based on the read data, music and video are reproduced, the map information DB 31 is updated, and the like.

  The communication module 18 is a communication for receiving traffic information composed of information such as traffic jam information, regulation information, and traffic accident information transmitted from a traffic information center such as a VICS (registered trademark) center or a probe center. For example, a mobile phone or DCM is applicable.

  The vehicle control ECU 19 is an electronic control unit that controls the vehicle on which the navigation device 1 is mounted. And navigation ECU13 can acquire a vehicle state (for example, the operating state of a direction indicator, an accelerator opening degree, etc.) based on the data acquired from vehicle control ECU19 via CAN. Further, the navigation ECU 13 transmits an instruction signal to the vehicle control ECU 19 via the CAN to perform a downshift and a brake operation, and performs vehicle deceleration control as described later.

  Next, a vehicle control processing program executed by the navigation ECU 13 in the navigation device 1 having the above configuration will be described with reference to FIG. FIG. 2 is a flowchart of the vehicle control processing program according to the first embodiment. Here, the vehicle control processing program is a program that is repeatedly executed at predetermined intervals after the ACC of the vehicle is turned on, and that performs deceleration control of the vehicle with respect to a branch point ahead in the traveling direction of the vehicle. 2 and 3 are stored in the RAM 42 and the ROM 43 provided in the navigation device 1, and are executed by the CPU 41.

  First, in step (hereinafter abbreviated as S) 1 in the vehicle control processing program, the CPU 41 acquires various vehicle information related to the vehicle from various sensors connected to the navigation device 1 and the vehicle control ECU 19. The vehicle information acquired in S1 includes the current position of the vehicle detected by the GPS 21, the vehicle direction detected by the gyro sensor 24, the vehicle speed detected by the vehicle speed sensor 22, and the guidance route set in the navigation device 1. , Direction indicator operating state, accelerator opening, etc. A map matching process for specifying the current position of the vehicle on the map data is also performed. Further, the current position of the vehicle may be specified in detail using high-precision location technology.

  Next, in S2, the CPU 41 has a branch point within a predetermined distance (for example, within 200 m) ahead of the traveling direction of the vehicle based on the vehicle information acquired in S1 and the map data stored in the map information DB 31. It is determined whether or not. The “forward in the traveling direction” may be a range in front of the traveling direction of the vehicle along the road along which the vehicle moves, or a range within a predetermined angle with respect to the traveling direction of the vehicle regardless of the route. Also good. Furthermore, when a guide route is set, it may be a range ahead of the traveling direction of the vehicle along the guide route.

  If it is determined that there is a branch point within a predetermined distance ahead of the traveling direction of the vehicle (S2: YES), the process proceeds to S3. On the other hand, when it is determined that there is no branch point within a predetermined distance ahead of the traveling direction of the vehicle (S2: NO), the vehicle control processing program is terminated without performing deceleration control on the vehicle.

  In S3, the CPU 41 predicts the passing direction of the vehicle at a branch point determined to be ahead of the traveling direction of the vehicle (hereinafter referred to as a forward branch point) based on the vehicle information acquired in S1. The predicted passing direction of the front branch point includes, for example, straight travel, right turn, and left turn, but depending on the shape of the branch point, right turn and left turn at angles other than the right angle direction are also included. Further, as a method for predicting the passing direction of the front branch point, when the guidance route is set in the navigation device 1, the passing direction is predicted on the assumption that the vehicle travels according to the guidance route. On the other hand, when the guide route is not set, the passing direction is predicted based on the type of lane in which the vehicle travels (for example, a right-turn lane or a left-turn lane) and the operation state of the direction indicator.

  Next, in S4, the CPU 41 determines whether or not the vehicle is predicted to pass the forward branch point by either a right turn or a left turn based on the prediction result of S3.

  And when it is estimated that a vehicle passes a front branching point by a right turn or a left turn (S4: YES), it transfers to S5. On the other hand, when it is predicted that the vehicle will pass the forward branch point by other than right turn or left turn (for example, straight ahead) (S4: NO), the vehicle control processing program is terminated without performing deceleration control on the vehicle.

  In S5, the CPU 41 performs a deceleration target point setting process (FIG. 3) described later. The deceleration target point setting process is a process of setting a deceleration target point based on the passing direction of the front branch point of the vehicle and the shape of the front branch point. Note that the deceleration target point is a point that aims to complete deceleration to a target speed (for example, 10 km / h) before the vehicle reaches the point when performing deceleration control on the vehicle. This corresponds to the point where the vehicle is predicted to start turning. Then, when performing deceleration control on the vehicle as described later, vehicle deceleration control is performed so that the vehicle speed is equal to or lower than the target speed before the vehicle reaches the deceleration target point (S6 to S8).

Next, in S6, the CPU 41 determines whether or not a condition for performing deceleration control on the vehicle is satisfied. Here, there are the following conditions (A) to (C) as conditions for executing the deceleration control on the vehicle, and satisfying the conditions for executing the deceleration control on the vehicle when all the conditions are satisfied. It is determined that
(A) The deceleration required for decelerating the vehicle speed to the target speed (for example, 10 km / h) at the deceleration target point is a predetermined deceleration (for example, 0.1 G) or more.
(B) The current vehicle speed is higher than a target speed (for example, 10 km / h).
(C) The accelerator is in an OFF state.

  And when it determines with satisfy | filling the conditions which implement deceleration control with respect to a vehicle (S6: YES), it transfers to S7. On the other hand, when it is determined that the conditions for executing the deceleration control on the vehicle are not satisfied (S6: NO), the process proceeds to S8.

  In S7, the CPU 41 performs vehicle deceleration control by transmitting an instruction signal to the vehicle control ECU 19 via the CAN. Specifically, a braking force is applied to the vehicle by causing engine braking by downshifting or operating a disc brake or drum brake. In addition, when vehicle deceleration control is being performed, it is desirable to output a display or sound to that effect to the liquid crystal display 15 or the speaker 16.

  Next, in S8, the CPU 41 determines whether or not the vehicle has reached the deceleration target point based on the vehicle information and the deceleration target point set in S5.

  And when it determines with the vehicle having reached the deceleration target point (S8: YES), the said vehicle control processing program is complete | finished. On the other hand, when it is determined that the vehicle has not reached the deceleration target point (S8: NO), the process returns to S6 and the deceleration control for the vehicle is continued.

  Next, sub-processing of the deceleration target point setting process executed in S5 will be described with reference to FIG. FIG. 3 is a flowchart of a sub-processing program for the deceleration target point setting process.

  First, in S <b> 11, the CPU 41 acquires the shape of the front branch point ahead of the traveling direction of the vehicle from the branch point data 34 stored in the map information DB 31. The shape of the forward branch point acquired in S11 includes the number of links connected to the branch point, the connection angle, and the like.

  Next, in S12, the CPU 41 determines whether or not the forward branch point is a branch point having a complex shape (hereinafter referred to as a complex branch point) based on the shape of the forward branch point acquired in S11. In the present embodiment, the complex branch point is a branch point where the cross road is a large road having a link for each traveling direction (that is, a road composed of a plurality of links).

  When it is determined that the forward branch point is a complex branch point (S12: YES), the process proceeds to S13. On the other hand, when it is determined that the forward branch point is not a complex branch point (S12: NO), the process proceeds to S14.

  In S13, the CPU 41 determines that the shape of the forward branch point is a “complex branch point”. On the other hand, in S14, the CPU 41 determines that the shape of the forward branch point is “simple branch point”. The determination result is stored in the RAM 42 or the like. Thereafter, the process proceeds to S15.

  In S15, the CPU 41 determines, based on the vehicle information acquired in S1, whether the vehicle passes a right turn or a left turn and passes.

  And when it determines with a vehicle turning right and passing a front branch point (S15: YES), it transfers to S16. On the other hand, when it is determined that the vehicle turns left at the front branch point (S15: NO), the process proceeds to S17.

  In S <b> 16, the CPU 41 determines that the passing direction at the front branch point of the vehicle is “right turn” and passes. On the other hand, in S <b> 17, the CPU 41 determines “pass left” and pass. The determination result is stored in the RAM 42 or the like. Thereafter, the process proceeds to S18.

  In S18, the CPU 41 determines the installation position of the deceleration target point based on the combination of the determination results in S13, S14, S16, and S17. Specifically, the CPU 41 corresponds to the combination of the determination result of the forward branch point shape of S13 and S14, the determination result of the passing direction of the forward branch point of the vehicle of S16 and S17, and the installation position of the deceleration target point. The attached deceleration target point determination table is read from the ROM 43 or the like. Then, the installation position of the deceleration target point is determined based on the read deceleration target point determination table and the combination of the determination results acquired in S13, S14, S16, and S17.

Here, FIG. 4 is a diagram showing an example of the deceleration target point determination table.
As shown in FIG. 4, in the deceleration target point determination table, the determination result of the shape of the front branch point at S13 and S14 is “simple branch point”, and the passing direction of the front branch point of the vehicle at S16 and S17 is In the case of “right turn”, the deceleration target point is determined as the link connection point A that is a point near the center of the front branch point. When the road on which the vehicle travels is a large road having a link for each traveling direction (that is, a road composed of a plurality of links), the link connection point of the link corresponding to the traveling direction of the vehicle is used. .
For example, as shown in FIG. 5, when the vehicle 51 turns right and passes through a front intersection 52 located forward in the traveling direction, a deceleration target point is determined as the link connection point A of the front intersection 52. As a result, when the vehicle 51 makes a right turn at the front intersection 52, it is possible to appropriately set a deceleration target point with respect to the vicinity of the center of the front intersection 52, which is a point at which turning starts.

In the deceleration target point determination table, the determination result of the shape of the front branch point in S13 and S14 is “simple branch point”, and the passing direction of the front branch point of the vehicle in S16 and S17 is “left turn”. In this case, the deceleration target point is determined to be a point B that is a predetermined distance before the link connection point A with respect to the traveling direction of the vehicle. The predetermined distance is a lane corresponding to the traveling direction of the vehicle in the lane provided on the exit road from the front branch point (hereinafter referred to as the left turn exit road) when the vehicle turns left at the front branch point and passes. A distance obtained by multiplying the number of lanes (hereinafter referred to as “corresponding lanes”) by a lane width per lane (for example, 3 m). The lane width may be a fixed value or may be obtained from the link data 32 of the map information DB 31.
For example, as shown in FIG. 5, when the vehicle 51 turns left and passes through a front intersection 52 positioned forward in the traveling direction, the number of lanes corresponding to the left turn exit road 53 from the link connection point A of the front intersection 52. A deceleration target point is determined at a point B on the near side by a distance obtained by multiplying (one lane in FIG. 5) by the lane width per lane. As a result, when the vehicle 51 makes a left turn at the front intersection 52, it is possible to appropriately set a deceleration target point in the vicinity of the branch point entrance, which is a point where the turn starts.

Further, in the deceleration target point determination table, the determination result of the shape of the front branch point in S13 and S14 is “complex branch point”, and the passing direction of the front branch point of the vehicle in S16 and S17 is “right turn”. In this case, the deceleration target point is determined as an intermediate point C of the intra-branch link that is a point near the center of the forward branch point. In addition, when there are a plurality of links within the branch point at the front branch point, the link within the branch point corresponding to the traveling direction of the vehicle (that is, the link within the branch point connected in the straight direction with respect to the traveling link of the vehicle). A deceleration target point is determined at an intermediate point.
For example, as shown in FIG. 6, when the vehicle 51 turns right and passes through a front intersection 55 that is located forward in the traveling direction, the vehicle 51 travels among four links within the fork in the front intersection 55. A deceleration target point is determined at the intermediate point C of the branch point internal link 56 corresponding to the direction. As a result, when the vehicle 51 makes a right turn at the front intersection 55, it is possible to appropriately set a deceleration target point for the vicinity of the center of the front intersection 55, which is a point at which turning starts.

In the deceleration target point determination table, the determination result of the shape of the front branch point in S13 and S14 is “complex branch point”, and the passing direction of the front branch point of the vehicle in S16 and S17 is “left turn”. In this case, the deceleration target point is determined as a point D that is a predetermined distance before the intermediate point C of the link within the branch point with respect to the traveling direction of the vehicle. The predetermined distance is a distance obtained by multiplying the number of lanes corresponding to the left turn exit road by the lane width per lane (for example, 3 m).
For example, as shown in FIG. 6, when the vehicle 51 turns left and passes through a front intersection 55 positioned forward in the traveling direction, the vehicle 51 travels among the four links at the branch point in the front intersection 55. From the middle point C of the in-branch point link 56 corresponding to the lane and the direction of travel, the number of lanes corresponding to the left turn exit road 53 (two lanes in FIG. 6) multiplied by the lane width per lane is on the near side. A deceleration target point is determined at point D. As a result, when the vehicle 51 makes a left turn at the front intersection 55, it is possible to appropriately set a deceleration target point in the vicinity of the branch point entrance, which is a point where the turn starts.

As described above in detail, according to the navigation device 1 according to the first embodiment, the vehicle control method using the navigation device 1, and the computer program executed by the navigation device 1, within a predetermined distance ahead of the traveling direction of the vehicle. If there is a branch point and the vehicle is predicted to turn right or left after passing through the branch point, a deceleration target point is set (S5) so that the target speed is reached before the vehicle reaches the deceleration target point. Next, the vehicle is subjected to deceleration control (S6 to S8). In setting the deceleration target point, if the vehicle is predicted to turn left at the branch point, the deceleration target point is set in the direction of travel of the vehicle than when the vehicle is predicted to turn right at the branch point. Therefore, when the vehicle passes through the branch point, the deceleration control can be performed with the content corresponding to the passing direction at the branch point of the vehicle. As a result, it is possible to perform appropriate driving support for the driver at the branch point.
When the vehicle is predicted to turn right at the branch point, the deceleration target point is set to a point near the center of the branch point, and when the vehicle is predicted to turn left at the branch point, the deceleration target point is set. Since the point is set a predetermined distance before the point near the center with respect to the traveling direction of the vehicle, when the vehicle turns right at the intersection, the deceleration target point is appropriately set near the branch point center where the turn starts. It becomes possible to set to. On the other hand, when the vehicle turns left at the intersection, it is possible to appropriately set the deceleration target point near the branch point entrance where the turn starts.
Also, since the point near the center is a link connection point within the branch point or an intermediate point between the links within the branch point, even if the shape of the intersection has a complicated shape, it is appropriate for the vicinity of the center of the branch point. It is possible to set a deceleration target point.
If the vehicle is predicted to turn left at a branch point, set the deceleration target point in front of the point near the center by the distance obtained by multiplying the number of lanes corresponding to the left turn exit road by the lane width per lane. Therefore, when the vehicle turns left at the intersection, it is possible to appropriately set the deceleration target point near the branch point entrance where the turn starts.

[Second Embodiment]
Next, a navigation device according to a second embodiment will be described with reference to FIGS. In the following description, the same reference numerals as those of the configuration of the navigation device 1 according to the first embodiment in FIGS. 1 to 6 indicate the same or corresponding parts as the configuration of the navigation device 1 according to the first embodiment. It is.

The schematic configuration of the navigation device according to the second embodiment is substantially the same as that of the navigation device 1 according to the first embodiment. Various control processes are also substantially the same as those in the navigation apparatus 1 according to the first embodiment.
In the navigation device according to the second embodiment, when setting the deceleration target point, in addition to the passing direction at the front branch point of the vehicle and the shape of the front branch point, the shape of the intersection road at the front branch point is also considered. Thus, a more appropriate deceleration target point is set.

  Below, the sub process of the deceleration target point setting process which the navigation apparatus which concerns on 2nd Embodiment performs is demonstrated based on FIG. FIG. 7 is a flowchart of a sub-processing program of the deceleration target point setting process according to the second embodiment.

  First, in S31, the CPU 41 acquires the shape of the front branch point ahead of the traveling direction of the vehicle and the shape of the intersection road of the front intersection from the branch point data 34 and the link data 32 stored in the map information DB 31. The shape of the forward branch point acquired in S31 includes the number of links connected to the branch point, the connection angle, and the like. Further, the shape of the intersection road includes the number of lanes of the intersection road and the road width.

  Next, in S32, the CPU 41 determines whether or not the forward branch point is a branch point having a special shape (hereinafter referred to as a special branch point) based on the shape of the intersection road acquired in S11. In the present embodiment, the special branch point is a branch point where the intersecting road is a single lane (including a one-way road and a road that has only a road width equivalent to one lane even if it is a two-way road). .

  And when it determines with a front branch point being a special branch point (S32: YES), it transfers to S33. On the other hand, when it is determined that the forward branch point is not a special branch point (S32: NO), the process proceeds to S34.

  In S33, the CPU 41 determines that the shape of the front branch point is a “special branch point”. The determination result is stored in the RAM 42 or the like. Thereafter, the process proceeds to S37.

  Next, in S34, the CPU 41 determines whether or not the forward branch point is a complex branch point having a complex shape based on the shape of the forward branch point acquired in S31. In the present embodiment, the complex branch point is a branch point where the cross road is a large road having a link for each traveling direction (that is, a road composed of a plurality of links).

  And when it determines with a front branch point being a complicated branch point (S34: YES), it transfers to S35. On the other hand, when it is determined that the forward branch point is not a complex branch point (S34: NO), the process proceeds to S36.

  In S35, the CPU 41 determines that the shape of the front branch point is “complex branch point”. On the other hand, in S36, the CPU 41 determines that the shape of the forward branch point is “simple branch point”. The determination result is stored in the RAM 42 or the like. Thereafter, the process proceeds to S37.

  In S37, based on the vehicle information acquired in S1, the CPU 41 determines whether the vehicle passes a right turn or a left turn and passes a left turn.

  And when it determines with a vehicle turning right and passing a front branch point (S37: YES), it transfers to S38. On the other hand, when it is determined that the vehicle turns left at the front branch point (S37: NO), the process proceeds to S39.

  In S38, the CPU 41 determines that the passing direction at the front branch point of the vehicle is “right turn” and passes. On the other hand, in S39, the CPU 41 determines “pass left” and pass. The determination result is stored in the RAM 42 or the like. Thereafter, the process proceeds to S40.

  In S40, the CPU 41 determines the installation position of the deceleration target point based on the combination of the determination results in S33, S35, S36, S38, and S39. Specifically, the CPU 41 combines the determination result of the shape of the front branch point of S33, S35, S36, the determination result of the passing direction of the front branch point of the vehicle of S38, S39, the installation position of the deceleration target point, Is read from the ROM 43 or the like. Then, the installation position of the deceleration target point is determined based on the read deceleration target point determination table and the combination of the determination results acquired in S33, S35, S36, S38, and S39.

Here, FIG. 8 is a diagram showing an example of a deceleration target point determination table according to the second embodiment.
As shown in FIG. 8, in the deceleration target point determination table, the determination result of the shape of the front branch point of S33, S35, S36 is “simple branch point”, and the vehicle passes the front branch point of S38, S39. When the direction is “right turn”, the deceleration target point is determined to be the link connection point A that is a point near the center of the front branch point. The details are the same as those in the first embodiment (see FIG. 5), and a description thereof will be omitted.

  In the deceleration target point determination table, the determination result of the shape of the front branch point in S33, S35, and S36 is “simple branch point”, and the passing direction of the front branch point in S38 and S39 is “turn left”. In this case, the deceleration target point is determined to be a point B that is a predetermined distance before the link connection point A with respect to the traveling direction of the vehicle. The predetermined distance is a lane corresponding to the traveling direction of the vehicle in the lane provided on the exit road from the front branch point (hereinafter referred to as the left turn exit road) when the vehicle turns left at the front branch point and passes. The distance is obtained by multiplying the number of lanes (hereinafter referred to as “corresponding lanes”) by the lane width per lane (for example, 3 m). The details are the same as those in the first embodiment (see FIG. 5), and a description thereof will be omitted.

  In the deceleration target point determination table, the determination result of the shape of the front branch point in S33, S35, and S36 is “complex branch point”, and the passing direction of the front branch point of the vehicle in S38 and S39 is “right turn”. In this case, the deceleration target point is determined as an intermediate point C of the intra-branch point link that is a point near the center of the forward branch point. Details are the same as those in the first embodiment (see FIG. 6), and thus the description thereof is omitted.

  In the deceleration target point determination table, the determination result of the shape of the front branch point in S33, S35, S36 is “complex branch point”, and the passing direction of the front branch point of the vehicle in S38, S39 is “turn left”. In this case, the deceleration target point is determined as a point D that is a predetermined distance before the intermediate point C of the intra-branch point link with respect to the traveling direction of the vehicle. The predetermined distance is a distance obtained by multiplying the number of lanes corresponding to the left turn exit road by the lane width per lane (for example, 3 m). Details are the same as those in the first embodiment (see FIG. 6), and thus the description thereof is omitted.

In the deceleration target point determination table, the determination result of the shape of the front branch point in S33, S35, and S36 is “special branch point”, and the passing direction of the front branch point in S38 and S39 is “right turn”. In this case, the deceleration target point is determined to be a point E that is a predetermined distance before the link connection point A with respect to the traveling direction of the vehicle. The predetermined distance is a distance obtained by multiplying the road width of the intersection road that is a single lane by ½. The road width of the intersection road may be a fixed value or may be obtained from the link data 32 of the map information DB 31.
For example, as shown in FIG. 9, when the vehicle 51 turns right and passes through a front intersection 61 located forward in the traveling direction, the road width of the intersection road 62 is reduced by half from the link connection point A of the front intersection 61. A deceleration target point is determined at a point E on the near side by a distance multiplied by. As a result, when the vehicle 51 turns right at the front intersection 61, it is possible to appropriately set the deceleration target point for the vicinity of the branch point entrance, which is the point where the turn starts.

In the deceleration target point determination table, the determination result of the shape of the front branch point in S33, S35, S36 is “special branch point”, and the passing direction of the front branch point of the vehicle in S38, S39 is “turn left”. In this case, as in the case of a right turn, the deceleration target point is determined as a point E that is a predetermined distance before the link connection point A in the traveling direction of the vehicle. The predetermined distance is a distance obtained by multiplying the road width of the intersection road that is a single lane by ½.
For example, as shown in FIG. 9, when the vehicle 51 turns left and passes through the front intersection 61 located forward in the traveling direction, the road width of the intersection road 62 is reduced by half from the link connection point A of the front intersection 61. A deceleration target point is determined at a point E on the near side by a distance multiplied by. As a result, when the vehicle 51 makes a left turn at the front intersection 61, it is possible to appropriately set a deceleration target point in the vicinity of the branch point entrance, which is a point where the turn starts.

  As described above in detail, according to the navigation device, the travel guidance method using the navigation device, and the computer program executed by the navigation device according to the second embodiment, when setting the deceleration target point, the intersection of the branch points When the road is a single lane, regardless of whether the vehicle turns right or left at the branch point, the deceleration target point is set a predetermined distance before the point near the center of the branch point. Therefore, the deceleration target point can be appropriately set for the vicinity of the branch point entrance where the turn starts.

Note that the present invention is not limited to the above-described embodiment, and various improvements and modifications can be made without departing from the scope of the present invention.
For example, in the first embodiment and the second embodiment, deceleration control is performed when the vehicle turns right or left at the front branch point, but the right or left turn direction is not limited to a right angle direction. For example, it includes the case of turning left or right in an oblique direction on a 3 or 5 fork.

  The first embodiment and the second embodiment are described assuming a left-handed country such as Japan or the United Kingdom. Therefore, if it is a right-handed country such as the United States or Germany, “turn right” and “turn left” in the description and drawings will be interchanged.

  If the vehicle is predicted to turn right at the branch point, the deceleration target point is set to the link connection point within the branch point or the middle point of the link within the branch point. You may set to another point if it is near.

  If the vehicle is predicted to turn left at a branch point, set the deceleration target point in front of the point near the center by the distance obtained by multiplying the number of lanes corresponding to the left turn exit road by the lane width per lane. However, it may be set at another point as long as it is on the near side from the center vicinity point. For example, you may set to the installation position of a stop line or a near side traffic signal.

  In addition, the vehicle control processing program (FIGS. 2, 3, and 7) of the first embodiment and the second embodiment is executed by the navigation ECU 13 included in the navigation device, but is executed by the vehicle control ECU 19. Also good. Further, the processing may be shared by a plurality of ECUs.

  In addition to the navigation device, the present invention can be applied to various devices capable of controlling the vehicle via the vehicle control ECU 19. For example, the present invention can be applied to mobile terminals such as mobile phones, smartphones and PDAs, personal computers, portable music players and the like (hereinafter referred to as mobile terminals). Further, the present invention can be applied to a system including a server and a mobile terminal. In that case, each step of the above-described vehicle control processing program (FIGS. 2, 3, and 7) may be configured to be implemented by either a server or a portable terminal. When the present invention is applied to a mobile terminal or the like, vehicle control may be performed on a vehicle other than an automobile, for example, a two-wheeled vehicle driven by a user such as a mobile terminal.

1 Navigation device 13 Navigation ECU
19 Vehicle control ECU
41 CPU
42 RAM
43 ROM
51 Vehicle 52, 55, 61 Forward branch point

Claims (6)

Deceleration target point setting means for setting a deceleration target point with respect to a branch point ahead of the traveling direction of the vehicle;
Passing direction prediction means for predicting the passing direction of the vehicle when the vehicle passes through the branch point;
When the vehicle is predicted to turn right or left at the branch point by the passing direction predicting means, the vehicle speed of the vehicle becomes a predetermined threshold value or less before the vehicle reaches the deceleration target point. Vehicle control means for performing deceleration control of the vehicle,
The deceleration target point setting means includes:
When it is predicted that the vehicle will turn left at the branch point by the passing direction predicting means, the vehicle travels at the deceleration target point more than when the vehicle is predicted to turn right at the branch point. A vehicle control device characterized in that the vehicle control device is set on the front side with respect to the direction. The deceleration target point setting means includes:
In the case where the vehicle is predicted to turn right at the branch point by the passing direction prediction means, the deceleration target point is set to a point near the center of the branch point,
When it is predicted by the passing direction prediction means that the vehicle will turn left at the branch point, the deceleration target point is set a predetermined distance in front of the center vicinity point with respect to the traveling direction of the vehicle. The vehicle control device according to claim 1.   The vehicle control device according to claim 2, wherein the center vicinity point is a link connection point in the branch point or an intermediate point of the link in the branch point. A left turn exit road prediction means for identifying a left turn exit road that is an exit road from the branch point when the vehicle turns left at the branch point and passes through;
Road information acquisition means for acquiring the number of lanes of the corresponding lane corresponding to the traveling direction of the vehicle and the lane width per lane among the lanes provided on the left turn exit road,
The vehicle control apparatus according to claim 2 or 3, wherein the predetermined distance is a value obtained by multiplying the number of lanes of the corresponding lane by a lane width per lane. A deceleration target point setting step for setting a deceleration target point with respect to a branch point ahead of the traveling direction of the vehicle;
A passing direction prediction step of predicting a passing direction of the vehicle when the vehicle passes through the branch point;
When the vehicle is predicted to turn right or left at the branch point by the passing direction prediction step, the vehicle speed of the vehicle becomes equal to or less than a predetermined threshold before the vehicle reaches the deceleration target point. A vehicle control step for performing deceleration control of the vehicle,
The deceleration target point setting step includes:
When it is predicted that the vehicle will turn left at the branch point in the passing direction prediction step, the vehicle travels the deceleration target point more than the case where the vehicle is predicted to turn right at the branch point. A vehicle control method characterized by setting the front side with respect to a direction. On the computer,
A deceleration target point setting function for setting a deceleration target point for a branch point ahead of the traveling direction of the vehicle,
A passing direction prediction function for predicting a passing direction of the vehicle when the vehicle passes through the branch point; and
When the vehicle is predicted to turn right or left at the branch point by the passing direction prediction function, the vehicle speed of the vehicle becomes a predetermined threshold value or less before the vehicle reaches the deceleration target point. And a vehicle control function for performing deceleration control of the vehicle,
The deceleration target point setting function is
When the vehicle is predicted to turn left at the branch point by the passing direction prediction function, the vehicle travels at the deceleration target point more than when the vehicle is predicted to turn right at the branch point. A computer program characterized by being set in front of the direction.

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